CN105530041B - Multi-band wireless data transmission between aircraft and ground system - Google Patents

Multi-band wireless data transmission between aircraft and ground system Download PDF

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CN105530041B
CN105530041B CN201510672297.0A CN201510672297A CN105530041B CN 105530041 B CN105530041 B CN 105530041B CN 201510672297 A CN201510672297 A CN 201510672297A CN 105530041 B CN105530041 B CN 105530041B
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aircraft
communication module
signal
data
antenna
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CN105530041A (en
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J·W·谢尔顿
T·M·米切尔
D·尼古耶
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Boeing Co
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Boeing Co
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    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04B—TRANSMISSION
    • H04B7/00—Radio transmission systems, i.e. using radiation field
    • H04B7/14—Relay systems
    • H04B7/15—Active relay systems
    • H04B7/185—Space-based or airborne stations; Stations for satellite systems
    • H04B7/18502—Airborne stations
    • H04B7/18506—Communications with or from aircraft, i.e. aeronautical mobile service
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01Q—ANTENNAS, i.e. RADIO AERIALS
    • H01Q1/00—Details of, or arrangements associated with, antennas
    • H01Q1/27—Adaptation for use in or on movable bodies
    • H01Q1/28—Adaptation for use in or on aircraft, missiles, satellites, or balloons
    • H01Q1/286—Adaptation for use in or on aircraft, missiles, satellites, or balloons substantially flush mounted with the skin of the craft
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01Q—ANTENNAS, i.e. RADIO AERIALS
    • H01Q5/00—Arrangements for simultaneous operation of antennas on two or more different wavebands, e.g. dual-band or multi-band arrangements

Abstract

The present invention provides a method and system for multiband wireless data transmission between an aircraft and a ground system. The transmission uses different wavelength ranges, each wavelength range corresponding to a different data domain and establishing a different communication channel. This wavelength difference provides physical separation between different data domains and thus improves data security. Furthermore, a single broadband antenna is used outside the aircraft in order to transmit data sets from different data fields. The single antenna configuration reduces drag and weight compared to the multiple antenna configuration, and improves the structural integrity of the aircraft. Different aircraft communication modules are connected to different aircraft systems, which manipulate different data fields and operate at different wavelength ranges. These modules are connected to the same antenna using a multiplexer. Such connections may be controlled using a gate device and may be conditioned as determined by communication channel availability, security status, and other factors.

Description

Multi-band wireless data transmission between aircraft and ground system
Background
The amount of data stored, collected, and used by the various on-board systems of modern aircraft is growing rapidly. These systems may support data for cabin operations, avionics operations, and onboard entertainment. In addition, operational and maintenance data, as well as engine performance data, may be generated during a typical flight and need to be transferred to the ground system after landing. Airlines are generally responsible for updating data and configuring software on their aircraft (e.g., for flight operations and passenger entertainment) and for downloading various data from their aircraft in a timely manner (e.g., maintenance and system performance logs). For example, all of these activities require fast and secure data transfer between the aircraft and ground systems between flights when the aircraft is located at an airport. The security level of some available communication channels at airports is typically low, which may lead to security breaches and may affect data at the aircraft (including various mission critical data).
Disclosure of Invention
Methods and systems are provided for multiband wireless data transmission between aircraft and terrestrial systems using different communication channels (e.g., WiFi, WiMAX, cellular and satellite communications SatCom). The transmission may use different wavelength ranges such that each wavelength range corresponds to a different data domain and establishes a different communication channel. This wavelength difference provides physical separation between different data fields and thus improves security. Furthermore, a single broadband antenna is used outside the aircraft in order to transmit data sets from different data fields. A single antenna configuration reduces drag and weight and improves the structural integrity of the aircraft compared to a multiple antenna configuration. At the same time, positioning the antenna outside the aircraft provides increased data transmission compared to positioning the antenna inside the aircraft. Different aircraft communication modules (which are connected to different aircraft systems) are manipulated to establish different communication channels and different data field transmissions, each using a different wavelength range. These modules are connected to the same antenna using a multiplexer. Such connections may be controlled using a gate device and may be conditioned as determined by communication channel availability, security status, and other factors. In some embodiments, separate data sets may be used to control communications in one or more communication channels.
In some embodiments, a method for multiband wireless data transmission between an aircraft and one or more ground systems comprises: a first data set for transmission to a first ground system is received at a first aircraft communication module. The method continues with generating an RF signal using the first aircraft communication module. The first RF signal is provided to a multiplexer that is connected to an aircraft broadband antenna, wherein the aircraft broadband antenna is positioned external to the aircraft. The method includes transmitting a first RF signal from an aircraft wideband antenna to a first ground system. The method continues with receiving, at the second aircraft communication module, a second data set for transmission to the second ground system and generating a second RF signal using the second aircraft communication module. The second RF signal is also provided to a multiplexer. The method continues with transmitting the second RF signal from the aircraft wideband antenna to the second ground system. The wavelength range of the first RF signal and the wavelength range of the second RF signal are different. In some embodiments, the wavelength range of the first RF signal does not overlap with the wavelength range of the second RF signal.
In some embodiments, transmitting the first RF signal at least partially overlaps in time with transmitting the second RF signal. In particular, the first RF signal and the second RF signal may be transmitted simultaneously (e.g., at least for a certain period of time). This feature further reflects aspects of the physical separation between the first data field and the second data field, even when the RF signal transmission represents a data set from these data fields.
In some embodiments, the method further comprises examining the first RF energy at the aircraft broadband antenna. The first RF energy corresponds to a wavelength range of the first RF signal. The first RF energy is generated using a first terrestrial antenna of a first terrestrial system. This checking operation is performed before the transmission of the first RF signal. Further, transmitting the first RF signal may be conditioned on the first RF energy being within a particular range (e.g., a first range). If the first RF energy is not within this range, then the first RF signal is not transmitted. The check may be performed based on information available to the aircraft regarding the current location of the aircraft (e.g., the availability of ground systems in the current aircraft). In some embodiments, the first aircraft communication module is connected to the multiplexer using a door device. The door apparatus is operable to connect the first aircraft communication module to the multiplexer or disconnect the first aircraft communication module from the multiplexer depending on whether the first RF energy is within the first range. The method also includes examining the RF energy at the aircraft wideband antenna for other communication channels or, in particular embodiments, for all channels. For example, the method may include examining the second RF energy at the aircraft wideband antenna. The second RF energy corresponds to a wavelength range of the second RF signal. The second RF energy is generated using a second ground antenna of a second ground system. This checking operation is performed before the transmission of the second RF signal.
In some embodiments, the first and second ground antennas are different. For example, the first terrestrial antenna may be a WiFi antenna and the second terrestrial antenna may be a WiMAX antenna, a cellular antenna, or a SatCom antenna. More specifically, the first terrestrial antenna may be a WiMAX antenna, and the second terrestrial antenna may be a SatCom antenna. Alternatively, the first RF signal and the second RF signal may be transmitted to the same terrestrial antenna, e.g., a terrestrial antenna. In some embodiments, the aircraft broadband antenna is configured to transmit in a wavelength range between about 10kHz and 60GHz, and more particularly, between about 700MHz and 6 GHz. This range includes a plurality of sub-ranges that are used independently by different aircraft communication modules.
The data sets communicated from the aircraft to the first and second ground systems may belong to different data fields and may be received by aircraft communication modules of different aircraft systems (e.g., different from each other) and by aircraft communication modules of an aircraft communication system including the aircraft communication modules, multiplexers, and other components. For example, the first data set may be received from an aircraft control system, and the second data set may be received from one of an airline information services system or a passenger information and entertainment services system. These aircraft systems may be communicatively separated. That is, the data set of one aircraft system is not used by another aircraft system, and vice versa. More specifically, the aircraft systems may be physically separated. Physical separation includes communication separation between aircraft systems. Thus, for example, if a security breach occurs in a passenger information and entertainment services system, such a breach will not affect the aircraft control system.
In some embodiments, the method further comprises receiving a third data set. The third data set may indicate a current availability of the first ground system, or more specifically the first ground antenna of the first ground system, within the aircraft wideband antenna operating range. The transmission of the first RF signal is conditioned on this availability. If the third data set indicates that the first terrestrial system is not available, the first RF signal is not transmitted. Alternatively, if the third data set indicates that the first system is available, then the first RF signal is transmitted to the first antenna. In some embodiments, the third data set may be received at the second aircraft communication module. The second module may control a door device operable to make or break a connection between the first aircraft communication module and the multiplexer. Even if the second aircraft communication module controls the door device in the first communication channel (i.e., the channel the first aircraft communication module handles), the first and second communication channels remain physically separate. Since data transmitted using one channel (e.g., the second communication channel in the above example) is used to control communication in another channel (e.g., the first communication channel), this control feature may also be referred to as cross-checking.
In some embodiments, the method includes receiving a fourth data set. The fourth data set may indicate a current safety state within the operating range of the aircraft broadband antenna. For example, an airport may have different levels of security assigned based on different factors, current threats, previous threats, and the like. In this example, transmitting the first RF signal may be conditioned on the safe state. This feature may also be implemented as a cross-check feature such that the fourth data set is received by the second aircraft communication module and may be used to control the first communication channel by connecting or disconnecting the first aircraft communication module and the multiplexer.
In some embodiments, transmitting the first RF signal is conditioned on availability of a first ground system in a present location of the aircraft. The availability of the first terrestrial system (and in some embodiments, of other terrestrial systems) may be provided by a communications database. This information may be updated after one or more communication channels are established.
In some embodiments, the first aircraft communication module is not operable in the wavelength range of the second RF signal. Likewise, the second aircraft communication module may be inoperable within the wavelength range of the first RF signal. This feature also ensures physical separation between the data domain and the communication channel.
A system for multiband wireless data transmission between an aircraft and one or more ground systems is also provided. The system may include a first aircraft communication module configured to operate within a first wavelength operating range. The system may also include a second aircraft communication module configured to operate within a second wavelength operating range. The second wavelength operating range may not overlap the first wavelength operating range. The system may include a multiplexer connected to the first aircraft communication module and the second aircraft communication module. The multiplexer may be configured to combine RF signals from a first aircraft communication module in a first wavelength operating range and RF signals from a second aircraft communication module in a second wavelength operating range. The system may include a broadband antenna positioned external to the aircraft. The broadband antenna may be connected to the multiplexer and configured to transmit RF signals in the first wavelength operating range and the second wavelength operating range to one or more terrestrial systems.
The system may also include a communication database having a plurality of data sets. Each data set includes a first range of RF energy in a first wavelength operating range and a second range of RF energy in a second wavelength operating range. Each of the plurality of data sets corresponds to a different airport. For example, when an aircraft arrives at a particular airport, the corresponding data set is retrieved and used by the aircraft communication system to form a communication channel or not. For example, the data sets may be used to control the operation of the gate devices between each aircraft communication module and the multiplexer.
In some embodiments, the system is part of an aircraft. In particular, the first aircraft communication module, the second aircraft communication module and the multiplexer may be attached to the aircraft in a fixed manner. The aircraft also includes an aircraft control system, an airline information services system, and a passenger information and entertainment services system. At least one of an aircraft control system, an airline information services system, and a passenger information and entertainment services system is communicatively coupled to the first aircraft communication module. A different one of the aircraft control system, the airline information services system, and the passenger information and entertainment services system is communicatively coupled to the second aircraft communication module.
A computer program product is also provided that includes a computer usable medium having computer readable program code embodied therein. The computer readable program code is adapted to be executed to implement a method for multiband wireless data transmission between an aircraft and one or more ground systems. The method includes receiving a first data set at a first aircraft communication module for transmission to a first ground system. The method continues with generating a first RF signal using a first aircraft communication module based on the first data set. The first RF signal is provided to a multiplexer that is connected to the aircraft broadband antenna. The antenna may be positioned outside the aircraft. The method includes transmitting a first RF signal from an aircraft wideband antenna to a first ground system. The method continues with receiving a second data set at a second aircraft communication module for transmission to a second ground system. The method also includes generating a second RF signal using a second aircraft communication module based on the second data set. The second RF signal is also provided to a multiplexer. The method continues with transmitting the second RF signal from the aircraft wideband antenna to the second ground system. The wavelength range of the first RF signal and the wavelength range of the second RF signal are different. In some embodiments, the wavelength range of the first RF signal does not overlap with the wavelength range of the second RF signal.
In some embodiments, a method of multiband wireless data transmission between an aircraft and one or more ground systems includes determining availability of a first ground system. The method continues with receiving a first data set at a first aircraft communication module and generating a first Radio Frequency (RF) signal based on the first data set. The first RF signal is generated using a first aircraft communication module. If the first ground system is available, the first RF signal is then sent to a multiplexer that is connected to an aircraft broadband antenna located outside the aircraft. If the surface system is not available, the first RF signal is not sent to the multiplexer. In fact, if the ground system is not available, the multiplexer can be disconnected from the first aircraft communication module. If the first RF signal is sent to the multiplexer, the method may continue with transmitting the first RF signal to the first ground system using the aircraft wideband antenna. In some embodiments, the method further includes receiving the second data group at the second aircraft communication module, generating a second RF signal based on the second data group, transmitting the second RF signal to a multiplexer, and transmitting the second RF signal to the second ground system using the aircraft broadband antenna. The second RF signal is generated using a second aircraft communication module. The wavelength range of the first RF signal and the wavelength range of the second RF signal may be different.
In some embodiments, determining the availability of the first terrestrial system includes receiving a third data set. The third data set includes information about availability of the first ground system in the current location of the aircraft. The third data set may be received by the second aircraft communication module, the door device, or some other device operable to control the first communication channel corresponding to the first aircraft communication module and the first ground system. The third data set may be received from a communications database of the aircraft. For example, the communication database may include the availability of aircraft to ground systems at one or more airports. In some embodiments, the third data set may be received from the second ground system via the second aircraft communication module when the aircraft is in the current location. The third data set may be used to control the connection between the first aircraft communication module and the multiplexer. The third data set is used to control the operation of a first door device that connects the first aircraft communication module and the multiplexer. The third data set may be information for selecting the first data set. For example, the third data set may indicate that a first ground system is available, but it may also indicate that the first ground system is subject to a safety risk (e.g., other ground systems in the aircraft location are available, general safety warnings, etc.). This information may be used to select a subset of data of the first data set. In other words, not all information is transferred when the first ground system is subject to a security risk. Further, the third data set may include an encryption key for encrypting information of the first data set. In this case, the third data set may be received by the first aircraft communication module.
In some embodiments, if the first ground system is not available, the method continues by sending the fourth data set to the second ground communication module. The fourth data set indicates that the first surface system is unavailable. In this case, the second ground system is made aware of the unavailability of the first ground system.
In some embodiments, the wavelength range of the first RF signal does not overlap with the wavelength range of the second RF signal. The transmitting of the first RF signal may at least partially overlap in time with the transmitting of the second RF signal. The antenna of the first terrestrial system is a WiFi antenna and the antenna of the second terrestrial system is a WiMAX antenna, a cellular antenna, or a SatCom. In some embodiments, the first data set is received from a first aircraft system and the second data set is received from a second aircraft system. The first aircraft system and the second aircraft system may be communicatively separated, or more specifically, may be physically separated. The first aircraft system may be an aircraft control system and the second aircraft system may be one of an airline information services system or a passenger information and entertainment services system. In some embodiments, the first aircraft communication module is not operable within the wavelength range of the second RF signal. Likewise, the second aircraft communication module is not operable within the wavelength range of the first RF signal.
In some embodiments, a system for multiband wireless data transmission between an aircraft and one or more ground systems comprises: a first aircraft communication module configured to operate within a first wavelength operating range; a second aircraft communication module configured to operate within a second wavelength operating range; a communications database containing availability of ground systems in a plurality of locations; a multiplexer connected to the first aircraft communication module and the second aircraft communication module; and a broadband antenna positioned external to the aircraft. The second wavelength operating range does not overlap the first wavelength operating range. The multiplexer is configured to combine the RF signal from the first aircraft communication module in the first wavelength operating range and the RF signal from the second aircraft communication module in the second wavelength operating range. The broadband antenna is connected to the multiplexer and is configured to transmit RF signals in the first wavelength operating range and the second wavelength operating range. The communication database is configured to be updated by the first aircraft communication module. In some embodiments, the first aircraft communication module is connected to a first aircraft system and the second aircraft communication module is connected to a second aircraft system. The first aircraft system and the second aircraft system may be communicatively separated, or more specifically physically separated.
In some embodiments, a computer program product is provided that includes a computer usable medium having computer readable program code embodied therein. The computer readable program code is adapted to be executed by implementing a method for multiband wireless data transmission between an aircraft and one or more ground systems. The method includes determining availability of a first terrestrial system; receiving a first data set at a first aircraft communication module; generating a first RF signal based on the first data set (such that the first RF signal is generated using the first aircraft communication module); transmitting a first RF signal to a multiplexer if the first ground system is available, wherein the multiplexer is connected to an aircraft broadband antenna located outside of the aircraft; transmitting the first RF signal to the first ground system using the aircraft broadband antenna if the first RF signal is transmitted to the multiplexer; receiving a second data set at a second aircraft communication module; generating a second RF signal based on the second data set (such that the second RF signal is generated using the second aircraft communication module); transmitting a second RF signal to the multiplexer; and transmitting the second RF signal to a second ground system using the aircraft broadband antenna. The wavelength range of the first RF signal and the wavelength range of the second RF signal may be different.
These and other embodiments are further described below with reference to the accompanying drawings.
Drawings
FIG. 1 is a diagram of multiband wireless data transmission between an aircraft and two ground systems, according to some embodiments.
Fig. 2A is a diagram of two data domains and various components involved in handling data transfers within the two data domains, according to some embodiments.
Figure 2B is an illustration of specific components of an aircraft communication system and a ground system, according to some embodiments.
Fig. 2C is an illustration of a communication system in which the connection between one communication module and the aircraft multiplexer is conditioned on RF signals received by the other communication modules, according to some embodiments.
Fig. 2D is an illustration of a communication system in which the connection between one communication module and the aircraft multiplexer is conditioned on RF signals received by the other two communication modules, according to some embodiments.
FIG. 3 is an illustration of an aircraft communication system according to some embodiments.
FIG. 4 is a process flow diagram corresponding to a method of multiband wireless data transmission between an aircraft and one or more terrestrial external networks, in accordance with some embodiments.
FIG. 5 is a process flow diagram reflecting key operations of an aircraft from an early stage of manufacture to a life cycle of entering service, according to some embodiments.
FIG. 6 is a block diagram illustrating various key components of an aircraft according to some embodiments.
FIG. 7 is a block diagram illustrating a data processing system according to some embodiments.
Detailed Description
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the presented concepts. The proposed concepts may be practiced without some or all of these specific details. In other instances, well known process operations have not been described in detail in order not to unnecessarily obscure the described concepts. While some concepts are described in conjunction with specific embodiments, it should be understood that these embodiments are not intended to be limiting.
Introduction to the design reside in
Conventional over-the-air data management and data transfer methods are typically based on the use of one central system (e.g., an onboard network server) to handle the different data domains. Data fields are separated at the software level, not at the hardware level. However, the hardware links formed between different data domains have inherent security issues. In particular, software separation can be more easily compromised than hardware separation. Physical access to aircraft hardware is typically well controlled and unlikely to be available. Software, particularly software with new services offered by airlines, such as airline internet access, is more accessible.
As described further below, different data domains have different security levels depending on the tasks associated with the data domains. For example, the Passenger Information and Entertainment Services Domain (PIESD) needs to be accessed by passengers using, for example, the onboard Internet, telephone, and other devices. Pidds are an example of a low security domain with open portals. On the other side of the safety spectrum is an Aircraft Control Domain (ACD), which includes data used in aircraft operations such as takeoff, flight, and landing. Compromising any data in the ACD is undesirable. With conventional approaches that rely on software separation between data domains, people who have access to the pieds are more likely to maliciously or even inadvertently break such separation than, for example, gaining physical access to hardware components. Furthermore, detecting a security breach in software separation is more difficult than detecting when someone has gained physical access to critical areas and hardware of the aircraft. To reduce the security risk of using software separation, deliberately testing and validating software results in implementation, upgrades, and other delays while increasing the associated costs.
The physical separation of the aircraft data fields eliminates many of the security factors associated with software separation. The physical separation may be viewed as separate hardware networks, each handling separate data fields. In addition, each domain uses a separate communication channel for data transmission between the aircraft and the ground system. For purposes of this disclosure, the communication channels may be wireless communication channels (e.g., each channel having a dedicated wavelength range for each data domain) and wired access (e.g., each channel having a separate set of wires, fibers, etc. for each data domain).
The physical separation can be illustrated using the following example. During landing, the aircraft may need to update its pieds and ACDs, for example, to transfer data sets from the pieds and ACDs on the aircraft to two or more ground systems. Based on the aircraft hardware configuration, the pidds may be physically accessed only by a first aircraft communication module (e.g., a cellular modem), while the ACDs may be physically accessed only by a second aircraft communication module (e.g., a Wi-Fi router). It should be noted that there may be some physical connection between the hardware associated with the pied and the hardware associated with the ACD. For example, the first aircraft communication module and the second aircraft communication module may both be connected to a multiplexer. Further, the system responsible for ACD may be configured to control the communication channels used by the pidds. For example, the ACD may use its own information to form or break a link between the second aircraft communication module and the multiplexer, for example, by controlling a gate device connecting the second aircraft communication module and the multiplexer.
In the above example, if the cellular communication channel is compromised, it will not affect the ACD because there is no physical data link between the pidsd (or cellular modem) and the ACD (or Wi-Fi router). Only when the Wi-Fi communication channel is compromised may the ACD be affected. However, in this example, access to the Wi-Fi communication channel may be limited to, for example, airport services and/or may use a particular protocol that is not available to the general public.
One of the major challenges in implementing physical separation on an aircraft is the transmission hardware. Since each data field has its own communication channel, each channel typically uses a separate hardware set. Each communication channel may be wired or wireless. Establishing a wired connection to an aircraft at an airport can be challenging, and thus the focus is on wireless communication. However, each wireless communication channel conventionally uses a separate antenna, such as an S-band antenna, C-band antenna, or airborne monopole antenna. Each aircraft antenna needs to be positioned on the exterior of the aircraft, which increases drag during flight, increases the weight of the aircraft, and requires structural penetration of the aircraft skin. All of these results of adding additional antennas are undesirable.
A method and system for data transmission between an aircraft and one or more ground systems using multiple wireless communication channels is provided such that these multiple channels are supported using a single antenna located outside of the aircraft (e.g., an aircraft broadband antenna). Each wireless communication channel is used for independent transmission of data for a data domain. For example, if the aircraft has three data fields, three separate communication channels are used, all of which are supported using the same antenna. The data field and the associated wireless communication channel are physically separated from each other.
For purposes of this description/disclosure, data transmission using multiple independent wireless communication channels may be referred to as multi-band wireless communication, or simply multi-band communication. Wireless communication channels use different wavelength ranges. The wavelength difference creates a physical separation during data transmission. Further, for each data domain, the aircraft uses a separate system, which may be referred to as a backbone/strut (backbone). The system is non-interconnected except for connection to a common multiplexer.
The use of a single aircraft antenna for multiple communication channels (as opposed to separate antennas for each channel) reduces drag and weight and improves the structural integrity of the aircraft. The antenna may be connected to a plurality of aircraft communication modules, each responsible for a separate communication channel. A multiplexer may be used to combine the different RF signals from the different communication modules and provide the combined signal to the antenna. For example, one aircraft communication module may be a Wi-Fi router and another aircraft communication module may be a cellular modem. The Wi-Fi router and the cellular modem may be connected to the same antenna using a multiplexer. The Wi-Fi router may establish a Wi-Fi communication channel and the cellular modem may establish a cellular communication channel, both of which establish the channel through the same antenna. Even if the cellular communication channel is compromised, such security breaches will not affect the Wi-Fi communication channel or the data domain associated with the Wi-Fi communication channel.
As mentioned above, each aircraft communication module is responsible for a separate data field, thereby establishing a physical separation between the data fields during transmission. Each aircraft communication module may be connected to a separate aircraft system responsible for the data domain. The following presents a simplified description of three aircraft data fields and associated systems in order to provide a better understanding of various features of the present disclosure. One data domain example is an ACD, briefly mentioned above. The primary function of the ACD is to support various operations of the aircraft in a safe manner. The ACD communicates with various high priority Air Traffic Control (ATC) systems and, in some embodiments, with Aircraft Operation Control (AOC) systems. The ATC and some AOC communications are considered the highest priority communications in the airport environment. Conventional ACD off-board communication channels are primarily analog or non-IP digital. The ACD can be divided into two sub-domains. The first sub-domain is a flight and embedded control system sub-domain, which is used to control aircraft from the flight-deck. The second sub-domain is the cabin core sub-domain, which provides environmental functions specific to cabin operation, such as environmental control, passenger talk, smoke detection, etc.
Another example of a data domain is the Airline Information Service Domain (AISD). AISDs provide general routing, computation, data storage, and communication services for non-essential aircraft applications. The AISD system may include one or more computing platforms, for example, platforms for running third party applications and various content, such as applications and content for use by the passenger cabin and/or crew. The AISD can be divided into two sub-domains. The first sub-domain is a management sub-domain that provides operations and airline management information to both the flight deck and the passenger cabin. The second sub-domain is a passenger support sub-domain that provides information for supporting passengers.
Yet another example of a data field is PIESD, which is briefly mentioned above. PIESD is used to provide passenger entertainment and network services. The PESD includes conventional in-flight entertainment systems, passenger device connection systems, passenger flight information systems, broadband television or connection systems, seat actuators or information systems and controls, and the like.
Data Transmission System example
FIG. 1 is an illustration of an aircraft 110 in communication with two ground systems 140a and 140b, according to some embodiments. The aircraft 110 is equipped with an aircraft communication system 120 and an aircraft broadband antenna 122. In some embodiments, the aircraft broadband antenna 122 is part of the aircraft communication system 120, although the aircraft broadband antenna 122 may have a different physical location than other components of the aircraft communication system 120. In particular, the aircraft broadband antenna 122 may be positioned outside of the aircraft 110. As described above, positioning the aircraft broadband antenna 122 outside of the aircraft 110 provides increased data transmission compared to antennas positioned inside the aircraft 110. The aircraft skin may block the internal antenna from transmitting and receiving RF signals. The aircraft broadband antenna 122 may be configured to transmit RF signals to the ground antennas 141a and 141b and to receive RF signals from the ground antennas 141a and 141 b. Terrestrial antennas 141a and 141b and terrestrial networks 142a and 142b are part of terrestrial communication systems 140a and 140 b. Alternatively, a broadband antenna capable of operating in multiple wavelength ranges may be shared by the terrestrial systems 140a and 140 b.
The communication system 120 may be communicatively coupled to at least two aircraft systems, for example, a first aircraft system 130a and a second aircraft system 130 b. The first aircraft system 130a may access only data in the first data field, while the second aircraft system 130b may access only data in the second data field. The second data field is physically separate from the first data field and will now be described with reference to fig. 2A.
FIG. 2A is a diagram of various components of an aircraft and ground communication system and associated communication links to illustrate a physical separation between a first data field 202A and a second data field 202b, according to some embodiments. Specifically, the communication system 120 of the aircraft 110 may include a first aircraft communication module 204a and a second aircraft communication module 204 b. The first aircraft communication module 204a is communicatively coupled to the first aircraft system 130a, and the second aircraft communication module 204b is communicatively coupled to the second aircraft system 130 b. Each aircraft communication module is responsible for a separate data field. The first aircraft communication module 204a operates within the first data field 202a and manipulates data of the first data field 202a, while the second aircraft communication module 204b operates within the second data field 202b and manipulates data of the second data field 202 b. It should be noted that the first aircraft system 130a is part of the first data field 202a, while the second aircraft system 130b is part of the second data field 202 b. The first and second data fields 202a and 202b are physically separate.
Aircraft systems 130a and 130b transmit various data sets to their respective aircraft communication modules 204a and 204b and receive various data sets from their respective aircraft communication modules 204a and 204 b. When the first aircraft communication module 204a receives the data set from the first aircraft system 130a, the module 204 generates an RF signal based on the data set for transmission to the first ground system 140 a. Similarly, when the first aircraft communication module 204a receives an RF signal from the first ground system 140a or, more specifically, from the first ground antenna 141a, then the module 204a generates a data set representative of the RF signal and communicates the data set to the first aircraft system 130 a. The operation of the second aircraft communication module 204b may be similar. However, the first aircraft communication module 204A and the second aircraft communication module 204b may be configured to generate and receive RF signals in different wavelength ranges. For example, the first aircraft communication module 204a may be configured to operate within a first wavelength range, while the second aircraft communication module 204b may be configured to operate within a second wavelength range, the second wavelength range being different from the first wavelength range. In some embodiments, the first wavelength range does not overlap with the second wavelength range.
The communication system 120 also includes an aircraft multiplexer 206 and, in some embodiments, an aircraft broadband antenna 122. An aircraft multiplexer 206 may be connected to each of the aircraft communication modules 204a and 204b and allow for the combination of different RF signals from these modules 204a and 204 b. The operation of the multiplexer 206 will be apparent to those of ordinary skill in the art.
The aircraft broadband antenna 122 may transmit and receive RF signals over a wide range of wavelengths that includes the operating range of all aircraft communication modules connected to the antenna 122. In some embodiments, the aircraft broadband antenna 122 is configured to transmit at a wavelength range between about 10kHz and 60GHz (or, more specifically, between about 700MHz and 6 GHz). Although the aircraft broadband antenna 122 is considered part of the communication system 120, its location may be different from other components of the system 120. In particular, the aircraft broadband antenna 122 may be located outside of the aircraft to avoid any interference from the skin and other aircraft components.
As shown in fig. 2A, the aircraft broadband antenna 122 may transmit RF signals to the first ground antenna 141a and the second ground antenna 141b and receive RF signals from these antennas 141a and 141 b. The first terrestrial antenna 141a may be coupled to the first terrestrial communication module 208a and then coupled to the first terrestrial network 142 a. The first terrestrial antenna 141a, the first terrestrial communication module 208a, and the first terrestrial network 142a can all be part of the first terrestrial system 140 a. The second ground antenna 140b may be coupled to the second ground communication module 208b and then to the second ground network 142 b. The second ground antenna 141b, the second ground communication module 208b, and the second ground network 142b may all be part of the second ground system 140 b. In some embodiments, two or more terrestrial communication modules may share the same antenna, which may be a terrestrial antenna.
Fig. 2B illustrates a specific example of a terrestrial communications module and data fields according to some embodiments. Examples of terrestrial communication modules presented include various cellular RF detectors (e.g., cellular modems), Wi-Fi detectors (e.g., Wi-Fi routers), WiMAX detectors, AeroMACS detectors, and White Space detectors (White Space detectors). In general, any wireless communication module may be used. Fig. 2B also shows specific examples of data fields, such as pidsd, AISD, and ACD, which are described in detail above. The systems associated with these three data fields are connected to a multiplexer (or more specifically to a triplexer), which in turn is connected to the aircraft antenna.
Fig. 2C is an illustration of the communication system 120 in which the connection between the second communication module 204b and the aircraft multiplexer 206 is conditioned on RF signals received by the first communication module 204a, according to some embodiments. Specifically, if the first communication module 204a does not detect any RF signals corresponding to the communication channel of the first communication module 204a, no connection is established between the second communication module 204b and the aircraft multiplexer 206. In this example, the control functionality is provided by the hardware component without the need for a controller, and the hardware configuration cannot be compromised without physical access to the communication system 120. For example, the first communication module 204a may be a cellular modem and the second communication module 204b may be a Wi-Fi router. In this example, the Wi-Fi communication channel cannot be established unless the cellular signal is received by the aircraft broadband antenna 122 because the Wi-Fi router remains disconnected from the aircraft multiplexer 206. Those of ordinary skill in the art will appreciate that the illustration in fig. 2C can be applied to any of the types of communication modules described in this document, or any other aircraft communication module. In some embodiments, the connection between the second communication module 204b and the aircraft multiplexer 206 may be conditioned not only on the presence or absence of an RF signal designated as the first communication module 204a, but also on various characteristics of the RF signal, such as strength, security confirmation, and the like.
Fig. 2D is an illustration of the communication system 120 in which the connection between the third communication module 204c and the aircraft multiplexer 206 is conditioned on RF signals received by the first communication module 204a and the second communication module 204b, according to some embodiments. In this example, both the first communication module 204a and the second communication module 204b need to receive RF signals before a connection between the third communication module 204c and the aircraft multiplexer 206 is established. The RF signals may be received simultaneously or at different times depending on the logic settings of the hardware components used to implement this example. Similar to the fig. 2C example described above, the connection may be conditioned on various characteristics of the two RF signals (e.g., strength, security confirmation, etc.). Furthermore, one of ordinary skill in the art will appreciate that the illustration in fig. 2D can be applied to any type of communication module described in this document, or any other aircraft communication module. For example, cellular and Wi-Fi signals may need to be detected by the communication system 120 before a connection between the WiMAX router and the aircraft multiplexer 206 is established. In another example, the SatCom and Wi-Fi signals may need to be detected by the communication system 120 before a connection between the WiMAX router and the aircraft multiplexer 206 is established. In yet another example, the cellular and SatCom signals may need to be detected by the communication system 120 before the connection between the WiMAX router and the aircraft multiplexer 206 is established. Furthermore, there may be a differentiation between the two types of SatCom signals (e.g., air-SatCom signal and terrestrial-SatCom signal). One type of these SatCom signals may be used to decide on communication using another type of SatCom signal. The concepts presented in fig. 2C and 2D may be extended to systems where any number of different types of RF signals may be used to determine a connection in one communication channel. These examples may be collectively referred to as direct hardware logic.
Fig. 3 is a diagram of a communication system 120 showing some additional components, such as a communication database 302 and gate devices 304a and 304b, according to some embodiments. Door devices 304a and 304b may be used to connect aircraft communication modules 204a and 204b to aircraft multiplexer 206. For example, first door device 304a may be used to connect first aircraft communication module 204a to aircraft multiplexer 206, while second door device 304b may be used to connect second aircraft communication module 204b to aircraft multiplexer 206. In some embodiments, the same gate device may be used to connect multiple aircraft communication modules to aircraft multiplexer 206. For example, first gate device 304a may be used to connect both aircraft communication modules 204a and 204b to aircraft multiplexer 206. In this example, if first door device 304a were the first aircraft communication module 204a and the aircraft multiplexer 206, it would simultaneously disconnect the second aircraft communication module 204b and the aircraft multiplexer 206, or vice versa. Likewise, if first door device 304a connects first aircraft communication module 204a to aircraft multiplexer 206, it would simultaneously connect second aircraft communication module 204b to aircraft multiplexer 206. In some embodiments, a door device may be used to control the connection between the aircraft multiplexer 206 and the aircraft broadband antenna 122. In some embodiments, the gate devices that control the connection of one aircraft communication module to the aircraft multiplexer 206 may be controlled by another aircraft communication module. For example, first door device 304a may connect first aircraft communication module 204a to aircraft multiplexer 206 and may be controlled by second aircraft communication module 204 b. When the second aircraft communication module 204b receives a security threat or other indication, the second aircraft communication module 204b may break the connection between the first aircraft communication module 204a and the aircraft multiplexer 206.
The door devices 304a and 304b may also be configured to control these connections based on certain conditions, such as RF energy levels, currently available ground antennas with operating ranges for the aircraft broadband antenna 122, current safety status within the operating ranges, and so forth. Some of these conditions may be stored in the communication database 302. For example, the communication database 302 may store a range of RF energy for each communication channel (e.g., each communication channel defined by a different range of wavelengths).
In some embodiments, a Programmable Logic Array (PLA) is used in the communication system 120 to implement combinational logic circuits. A PLA may have a set of programmable AND gate planes linked to a set of programmable OR gate planes. The gate planes can then be conditionally complemented to produce an output. This arrangement allows a large number of logic functions to be synthesized in the standard form of sums of products (and sometimes sums of products).
In some embodiments, Generic Array Logic (GAL) is used in the communication system 120 to update the logic on the gate devices 304a and 304 b. This can be implemented, for example, in response to an emerging computer network threat. The GAL has an erasable and reprogrammable function that allows for prototyping and design changes.
Examples of multiband radio transmission methods
FIG. 4 is a process flow diagram corresponding to a method 400 of multiband wireless transmission between an aircraft and one or more ground systems, in accordance with some embodiments. Method 400 may include, during operation 406a, receiving a first data set at a first aircraft communication module. The first data group may be part of a first data field, the first data field and a second data field (discussed below with reference to operation 406 b) or any other data field. More specifically, the first data field and the second data field are physically separated. Various examples of data fields are described above.
Each data field may be managed by a different aircraft system. For example, the first data set may be part of an aircraft control domain managed by an aircraft control system. Thus, the first data set may be received from an aircraft control system. The second data set may be part of an airline information service domain hosted by the airline information service system. Thus, the second data set may be received from an airline information service system. Alternatively, the second data set may be part of the passenger information and entertainment services domain and handled by the passenger information and entertainment services system. Thus, the second data set may be received from the passenger information and entertainment services system.
During operation 406a, the aircraft system responsible for the first data field to which the first data set belongs may be responsible for transmitting the first data set to the first aircraft communication module. In some embodiments, the first aircraft communication module is part of an aircraft system responsible for the first data domain.
During operation 408a, the method 400 may continue with generating a first RF signal based on the first data set. The first RF signal may be generated using a first aircraft communication module. Various examples of communication modules are described with reference to fig. 3. It should be noted that in some embodiments, the first aircraft communication module is capable of generating an RF signal based only on the data set of the first data field. For example, if a data set from another data field is sent to the first aircraft communication module, the first aircraft communication module will not be able to generate RF signals. Furthermore, the first aircraft communication module may only manipulate RF signals received from the first ground system. Even if an RF signal from another ground system is received by the first aircraft communication module, no corresponding data set is generated.
During operation 409a, the method 400 may continue to transmit the first RF signal to the multiplexer. As described above with reference to fig. 1 and 3, the multiplexer is connected to an aircraft broadband antenna positioned on the exterior of the aircraft. It should be noted that all RF signals generated by the aircraft communication module are sent to the same multiplexer and then to the same aircraft broadband antenna as described in method 400. In some embodiments, the generation and/or transmission of the RF signal is conditioned on various factors, such as availability of terrestrial systems, security, and factors such as those described further below with reference to operations 401 and 403 and operations 402 and 404.
Operations 406b, 408b, and 409b may be similar to operations 406a, 408a, and 409a described above, but performed by a different aircraft communication module (e.g., a second aircraft communication module). Although the second aircraft communication module is connected to the same multiplexer as the first aircraft communication module, the second data field (handled by the second aircraft communication module) and the first data field (handled by the first aircraft communication module) are physically separated. For example, the first aircraft communication module and the second aircraft communication module may use different frequency ranges or other types of physical separation. In some embodiments, the wavelength range of the first RF signal and the wavelength range of the second RF signal are different. More specifically, the wavelength range of the first RF signal may not overlap with the wavelength range of the second RF signal. In some embodiments, the first aircraft communication module is not operable within the wavelength range of the second RF signal. Furthermore, the second aircraft communication module may not operate in the wavelength range of the first RF signal.
In particular, operation 406b includes receiving the second data set at the second aircraft communication module for transmission to one or more ground systems. The second data set is part of a second data field. Operation 408b comprises generating a second RF signal with respect to the second data set. The second RF signal is generated using a second aircraft communication module. Operation 409b comprises transmitting a second RF signal provided to the multiplexer.
Operations 406b, 408b, and 409b are performed independently of operations 406a, 408a, and 409 a. When operations 409a and 409b are performed simultaneously, the first RF signal and the second RF signal may be combined at the multiplexer.
During operation 412a, the method 400 may continue with transmitting the first RF signal from the aircraft wideband antenna to one or more ground systems (or, more specifically, to one or more ground antennas). In a similar operation 412b, a second RF signal may be transmitted from the aircraft broadband antenna to one or more ground antennas. In some embodiments, operation 412a (transmitting the first RF signal) at least partially overlaps in time with operation 412b (transmitting the second RF signal). In other words, operations 412a and 412b may be performed simultaneously using the same aircraft broadband antenna. In addition to providing security (through physical separation), such features may help increase the transmission bandwidth between the aircraft broadband antenna and one or more ground antennas.
In some embodiments, the first RF signal is transmitted to a first terrestrial antenna and the second RF signal is transmitted to a second terrestrial antenna, wherein the second terrestrial antenna is different from the first terrestrial antenna. For example, the first terrestrial antenna may be a WiFi antenna and the second terrestrial antenna is a WiMAX antenna, a cellular antenna, or a SatCom antenna. The first terrestrial antenna may be part of one terrestrial system and the second terrestrial antenna may be part of another terrestrial system. Alternatively, the first RF signal and the second RF signal are transmitted to the same terrestrial antenna of the one or more terrestrial antennas.
Although fig. 4 only illustrates the transmission of RF signals for data sets corresponding to two different data fields (i.e., a first data field and a second data field), one of ordinary skill in the art will appreciate that the above-described process is applicable to any number of data fields. For example, the transmission of the RF signal can correspond to an RF signal that includes transmission of all of the data fields described above (and can further include any other aircraft data fields). In addition, reception of RF signals corresponding to data sets of different data fields is also within the scope of the present disclosure.
In some embodiments, the method 400 further includes, during operation 402, examining the RF energy at the aircraft broadband antenna. An RF energy check may be performed to ensure that RF signals are not transmitted when the appropriate terrestrial antenna(s) or system(s) are not available. For example, the aircraft system performing the various operations of method 400 may not be aware of the location and current availability of the ground antenna.
Operation 402 may be performed for each aircraft communication module included in method 400. In other words, the RF energy may be checked for each aircraft communication module included in method 400, or more specifically, for a range of wavelengths of the RF signal generated by each aircraft communication module. The transmission of each aircraft communication module RF signal may be conditioned on a corresponding ground antenna or system RF energy within a particular range (decision block 404). For example, prior to transmitting the first RF signal, the method 400 includes examining the first RF energy at the aircraft wideband antenna. The first RF energy corresponds to a wavelength range of the first RF signal. The transmission of the first RF signal is conditioned on the first RF energy being within a first range. If the first RF energy is within the range, a first RF signal is transmitted. Alternatively, if the first RF energy is not within the range, the first RF signal is not transmitted. In some embodiments, if the RF energy is not within the range of the RF signal corresponding to one data domain, then the RF signal for one or more other data domains is also not transmitted.
Operations 402 and 404 may be performed at any time prior to operations 412a and 412 b. In some embodiments, operations 402 and 404 are performed after operations 408a and 408b, in which case the RF signal is generated regardless of the RF energy conditions at the aircraft wideband antenna. For example, a first aircraft communication module is connected to the multiplexer using a gate device. For example, as described above, the door apparatus may be operable to connect the first aircraft communication module to the multiplexer, or disconnect the first aircraft communication module and the multiplexer, depending on the energy detected at the aircraft broadband antenna. Thus, the door apparatus can control whether the aircraft wideband antenna transmits RF signals, for example, in response to observed RF energy.
In some embodiments, the method 400 may include receiving one or more data sets indicating a current availability of at least one of the one or more ground antennas within an operating range of the aircraft broadband antenna, a current safety status within the operating range of the aircraft broadband antenna, or some other information that can be used to decide on data transmission. These data sets may be received during operation 401 while the conditions are checked during operation 403. Specifically, method 400 may include receiving the third data set at the first aircraft communication module. The third data set may indicate a current availability of at least one of the one or more ground antennas or systems within an operating range of the aircraft broadband antenna. The third data set may indicate a current availability of the first terrestrial communication system. The transmission of the second RF signal may be conditioned on this information (i.e., the current availability of at least one of the one or more terrestrial antennas within the operating range). In some embodiments, operation 401 may be part of determining availability of the first terrestrial system. The third data set may be received from a communications database of the aircraft described above with reference to fig. 3. Alternatively, the third data set may be received from the second ground system by the second aircraft communication module when the aircraft is in the current location. The third data set may be used to control the connection between the first aircraft communication module and the multiplexer. In particular, the third data set is used to control the operation of a first door device, which connects the first aircraft communication module and the multiplexer. In some embodiments, the third data set is used to select information of the first data set. For example, the third data set may indicate that a first terrestrial communication system is available, but that transmissions to and from that system may be subject to a particular risk because another communication system is not available, there are interfering signals, too many terrestrial communication systems are available, a general security threat, or some other factor. In some embodiments, the third data set includes an encryption key for encrypting information of the first data set.
In the same or other embodiments, method 400 may include receiving the fourth data set at the first aircraft communication module. The fourth data set may indicate a current safety state within an operating range of the aircraft broadband antenna. The transmission of the second RF signal may be conditioned on a current safety state within the operating range of the aircraft wideband antenna.
In some embodiments, the information used to determine the RF signal transmission may be used within a communications database of the aircraft. For example, the transmission of the second RF signal may be conditioned on the availability of one or more ground antennas for the current location of the aircraft. This availability may be provided from a communications database.
Aircraft examples
The aircraft manufacturing and service method 600 shown in FIG. 5 and the aircraft 630 shown in FIG. 6 are now described to better illustrate various features of the processes and systems provided herein. During pre-production, aircraft manufacturing and service method 600 may include specification and design 602 of aircraft 630 and material procurement 604. The production phase includes component and subassembly manufacturing 606 and system integration 608 of the aircraft 630. The aircraft 9630 may then undergo certification and delivery 610 in order to be placed into service 612. When used by a customer, aircraft 630 is scheduled for routine maintenance and service 614 (which may also include modification, reconfiguration, refurbishment, and so on). Although the embodiments described herein generally relate to the servicing of commercial aircraft, they may also be practiced at other stages of the aircraft manufacturing and service method 600.
Each of the processes of aircraft manufacturing and service method 600 may be performed or carried out by a system integrator, a third party, and/or an operator (e.g., a customer). For purposes of this description, a system integrator may include, but is not limited to, any number of aircraft manufacturers and major-system subcontractors; the third party may include, for example, but not limited to, any number of suppliers, subcontractors, and suppliers; and the operator may be an airline, leasing company, military entity, service organization, and so forth.
As shown in fig. 6, aircraft 630 produced by aircraft manufacturing and service method 600 may include an airframe 632 and a plurality of systems 634 and an interior 636. Examples of system 634 include one or more of a propulsion system 638, an electrical system 640, a hydraulic system 642, and an environmental system 644. Any number of other systems may be included in this example. Although an aircraft example is shown, the principles of the present disclosure may be applied to other industries (e.g., the automotive industry).
The apparatus and methods embodied herein may be used during any one or more of the stages of aircraft manufacturing and service method 600. For example, and without limitation, components or subassemblies corresponding to component and subassembly manufacturing 606 may be assembled or manufactured in a manner similar to components or subassemblies produced while aircraft 603 is in service.
Further, one or more apparatus embodiments, method embodiments, or a combination thereof may be used during component and subassembly manufacturing 606 and system integration 608, for example, but not limited to, by significantly expediting assembly of aircraft 630 or reducing the cost of aircraft 630. Similarly, one or more apparatus embodiments, method embodiments, or a combination thereof may be used when aircraft 630 is put into service, for example and without limitation, maintenance and service 614 may be used during system integration 608 and/or maintenance and service 614 to determine whether components may be connected and/or mated to one another.
Examples of controller computer systems
Turning now to FIG. 7, an illustration of a data processing system 700 is depicted in accordance with some embodiments. The data processing system 700 may be used to implement one or more computers used in controllers or other components of the various systems described above. In some embodiments, data processing system 700 includes a communication framework 702 that provides communication between processor unit 704, memory 706, persistent storage 708, communication unit 710, input/output (I/O) unit 712, and display 714. In this example, the communication framework 702 may take the form of a bus system.
The processor unit 704 is used to execute instructions of software that may be loaded into the memory 706. Processor unit 704 may be several processors, multiple processor cores, or some other type of processor, depending on the particular implementation.
Memory 706 and persistent storage 708 are examples of storage 716. A storage device is any hardware capable of storing information such as, for example and without limitation, data, program code in the form of functions, and/or other suitable information either temporarily and/or permanently. In these illustrative examples, storage 716 may also be referred to as computer-readable storage. In these examples, memory 706 may be, for example, random access memory or any other suitable volatile or non-volatile storage device. Persistent storage 708 may take various forms depending on the particular implementation. For example, persistent storage 708 may contain one or more components or devices. For example, persistent storage 708 may be a hard drive, a flash memory, a rewritable optical disk, a rewritable magnetic tape, or some combination of the above. The media used by persistent storage 708 may also be removable. For example, a removable hard drive may be used for persistent storage 708.
In these illustrative examples, communication unit 710 provides communication with other data processing systems or devices. In these illustrative examples, communications unit 710 is a network interface card.
Input/output unit 712 allows for input and output of data using other devices that may be connected to data processing system 700. For example, input/output unit 712 may provide a connection for user input through a keyboard, a mouse, and/or some other suitable input device. Further, input/output unit 712 may send output to a printer. Display 714 provides a mechanism for displaying information to a user.
Instructions for the operating system, applications, and/or programs may be located on storage 716, which communicates with processor unit 704 through communications framework 702. The processes of the various embodiments may be performed by processor unit 704 using computer implemented instructions, which may be located in a memory such as memory 706.
These instructions are referred to as program code, computer usable program code, or computer readable program code that may be read and executed by a processor in processor unit 704. The program code in the different embodiments may be embodied on different physical or computer readable storage media, such as memory 706 or persistent storage 708.
Program code 718 is located in a functional form on computer readable media 720 that is selectively removable and may be loaded onto or transferred to data processing system 700 for execution by processor unit 704. Program code 718 and computer-readable media 720 form computer program product 722 in these illustrative examples. In one example, computer-readable medium 720 may be computer-readable storage medium 724 or computer-readable signal medium 726.
In these illustrative examples, computer-readable storage medium 724 is a physical or tangible storage device for storing program code 718, rather than a medium that propagates or transmits program code 718.
Alternatively, the program code 718 may be transmitted to the data processing system 700 using the computer readable signal medium 726. Computer readable signal medium 726 may be, for example, a propagated data signal with program code 718. For example, computer-readable signal medium 726 may be an electromagnetic signal, an optical signal, and/or any other suitable type of signal. These signals may be transmitted over communication channels, such as wireless communication channels, fiber optic cables, coaxial cables, wires, and/or any other suitable type of communication channel.
The different components illustrated by data processing system 700 are not meant to provide architectural limitations to the manner in which different embodiments may be implemented. The different illustrative embodiments may be implemented in a data processing system that includes components in addition to and/or in place of those shown in data processing system 700. Other components shown in fig. 7 can vary in accordance with the illustrative embodiments shown. The different embodiments may be implemented using any hardware device or system capable of executing program code 718.
Conclusion
Although the foregoing concepts have been described in some detail for purposes of clarity of understanding, it will be apparent that certain changes and modifications may be practiced within the scope of the appended claims. It should be noted that there are many alternative ways of implementing the processes, systems, and apparatuses. The present embodiments are, therefore, to be considered in all respects as illustrative and not restrictive.

Claims (10)

1. A method for multiband wireless data transmission between an aircraft and one or more ground systems, the method comprising:
receiving, at a first aircraft communication module, a first data set belonging to a first data domain;
generating a first radio frequency signal, i.e. a first RF signal, based on the first data set,
wherein the first RF signal is generated using the first aircraft communication module, an
Sending the first RF signal to a multiplexer connected to an aircraft broadband antenna located external to the aircraft;
transmitting the first RF signal to a first ground system using the aircraft wideband antenna;
receiving, at a second aircraft communication module, a second data group belonging to a second data domain;
generating a second RF signal based on the second data set,
wherein the second RF signal is generated using a second aircraft communication module,
sending the second RF signal to the multiplexer; and
transmitting the second RF signal to a second ground system using the aircraft wideband antenna,
wherein a wavelength range of the first RF signal is different from a wavelength range of the second RF signal;
wherein the first data field and the second data field are different, receiving a first data set belonging to the first data field from a first aircraft system, wherein receiving a second data set belonging to the second data field from a second aircraft system, and wherein the first aircraft system and the second aircraft system are at least communicatively or physically separated.
2. The method of claim 1, wherein the wavelength ranges of the first and second RF signals do not overlap.
3. The method of claim 1, wherein transmitting the first RF signal at least partially overlaps in time with transmitting the second RF signal.
4. The method of claim 1, further comprising: prior to transmitting the first RF signal, examining first RF energy at the aircraft wideband antenna, wherein the first RF energy corresponds to the wavelength range of the first RF signal and is generated using a first ground antenna of the first ground system.
5. The method of claim 1, wherein the antenna of the first terrestrial system is a WiFi antenna, and wherein the antenna of the second terrestrial system is a WiMAX antenna, a cellular antenna, or a satellite communication mechanism.
6. The method of claim 1, wherein the aircraft broadband antenna is configured to transmit at a wavelength range between approximately 700MHz and 6 GHz.
7. A system for multiband wireless data transmission between an aircraft and one or more ground systems, the system comprising:
a first aircraft communication module configured to operate within a first wavelength operating range and to operate within and process data of a first data domain;
a second aircraft communication module configured to operate within a second wavelength operating range and to operate within a second data domain different from the first data domain and to process data of the second data domain,
wherein the second wavelength operating range does not overlap with the first wavelength operating range;
a multiplexer connected to the first aircraft communication module and the second aircraft communication module,
wherein the multiplexer is configured to combine the RF signals from the first aircraft communication module in the first wavelength operating range and the RF signals from the second aircraft communication module in the second wavelength operating range; and
a broadband antenna positioned external to the aircraft,
wherein the broadband antenna is connected to the multiplexer and configured to transmit the RF signals in the first and second wavelength operating ranges;
wherein the first aircraft communication module is connected to a first aircraft system, wherein the second aircraft communication module is connected to a second aircraft system, and wherein the first aircraft system and the second aircraft system are communicatively or physically separated.
8. The system of claim 7, further comprising: a first door device and a second door device, wherein the first door device controls the RF signals to pass between the multiplexer and the first aircraft communication module, and wherein the second door device controls the RF signals to pass between the multiplexer and the second aircraft communication module.
9. The system of claim 8, wherein the second gate device is controlled by the RF signal having the second wavelength operating range.
10. The system of any of the preceding claims, wherein the system is part of the aircraft, wherein the aircraft further comprises an aircraft control system, an airline information services system, and a passenger information and entertainment services system, wherein at least one of the aircraft control system, the airline information services system, and the passenger information and entertainment services system is communicatively coupled to the first aircraft communication module, and wherein a different one of the aircraft control system, the airline information services system, and the passenger information and entertainment services system is communicatively coupled to the second aircraft communication module.
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